The simulation includes the Fylde lines from Salwick (in the Preston direction) to Blackpool North, Blackpool South and Burn Naze.

This simulation is suitable for timetables set between the years 1974 and 2016; before and after these dates there were significant alterations to the track and junctions.

Note that the scale of the panel is not uniform.

Route Distances

  Edge of Simulation to Blackpool North - 17 miles
  Kirkham to Blackpool South - 12.5 miles
  Kirkham to Blackpool North - 10 miles
  Poulton to Burn Naze - 4 miles 

Method of Operation

(** Refer to individual location where annotated)

Diesel services ONLY. NO Lines on this simulation are electrified. (Construction of the overhead electrification masts commenced in late 2016 but had not been energised). However, electric locos may be hauled "dead" in the train by a diesel loco. 
Propelling of loco-hauled trains is permitted between Blackpool North and BPN Carriage Sidings in both directions.

Signalling Regulations

Track Circuit Block regulations apply between Preston and Kirkham North Junction. 

Absolute Block regulations apply between Kirkham North Junction and Blackpool North Station. 

One Train with Staff - OT(S), between Poulton-le-Fylde and the Burn Naze Branch "End of Line".

One Train only, OT, between Kirkham North Junction Sig KM36 and Blackpool South Station (see also the special operating instructions below).

All AB lines shown are fitted with track-circuits. 

Signals (also see "Other Notes" section)

Signals are numbered as per the appropriate frame number in controlling box.

Prefix PT - Poulton-le-Fylde No.3 (PT3)
		(also controls the Burn Naze branch throughout)
       CN - Carleton Crossing (CN)
       KM - Kirkham,(KM)
        (also controls the Kirkham-Blackpool South branch throughout)
       PN - Preston, (PN)
       No prefix - Blackpool North No.2 (BN2)

(Some points/switches have an extra initial digit added to avoid conflicting lever numbers).
       
Other Signal Notations
  
Intermediate Block Signals - indicated on the panel as a white plate with a vertical black line.

Distant Signal - these are numbered as the signal in advance with the additional suffix of "R", e.g. PT63R (advance repeater for stop signal PT63) 
       
Three Aspect Signals
 
All signals between Preston and Kirkham North Junction, including Sigs KM49, KM50 & KM80
Signals PT67, PT68. 
Signals 66, 68 and 80 at Blackpool North as they serve as distant signals for Sig 65,( BPN2 section signal). 
Signal PT4 is also a 3 aspect signal as the distant semaphore signal for Carleton Crossing is on the same post.
       
All other signals are two aspect - (Red/Green), signals.
       
Distant signals are shown for display purposes and cannot be changed by the operator (displayed as white over yellow, as per the signalbox panels).
       
Note, some signals are approach-released,["R" on the route notes]. This means the train is brought almost to a stop, depending on the route. This can also apply to certain other signals in absolute block areas.
PT63R (Burn Naze branch) is a "Fixed-Distant" reflectorised sign, and therefore always shows yellow.

Signal 22 at Layton is also approach-released if the next signal is showing Red.

When a main route has a ground position light between the main aspect signals the ground position light will operate automatically; e.g. set route Sig KM732 - KM749, Sig KM733 will automatically display two diagonal white lights. (KM733 is used for trains bound for the Tip Siding and also BPN-BPS ECS services which often reverse at sig KM733 instead of using Kirkham platform, this is normal practice in real-life, (however, the operator may get an error message to say the station-stop has been missed).

When a route is set the operator must ensure that there is at least one "clear" track circuit ahead of the exit signal to ensure that the overlap for that signal is clear.

Signal Overlaps
  Semaphore Signalling/2 aspect signals - 440 yds
  3 aspect Signals - 300yds
       
Points and Switches

These are numbered as following #99, where "#" is a numerical figure to prevent duplicating lever numbers and the "99" is the actual lever number in the controlling signalbox. (e.g. Points 826 are located at Salwick and the 26 is the actual lever).

Therefore points are numbered in the range as follows -  

Blackpool North No.2 from 01 to 99
Poulton 400 to 499
Kirkham 700 to 799
Salwick 800 to 899
  
Level Crossings 

Carleton Level Crossing (CN)

This level crossing will activate upon the setting of the route through from the controlling signal, (either CN11 to PT70 or CN7 to Sig22) and will reset automatically when the track circuit has cleared, unless the route has also been set in the opposite direction.

The barriers should be lowered by the operator:
UP direction - when train is passing points 26 indicated by ** on the panel display. (If the train is scheduled to stop at Layton station then this can be left until the service is almost stopped at Layton).
DOWN direction - when trains stop/pass Poulton-le-Fylde Station. (** on the panel)
(This does, of course, depend on the section in advance being available for both directions).

Moss Side Level Crossing
       
Down trains(towards Lytham): Treadle-Operated by the passage of the train.
Up trains (towards Kirkham): Train-Crew operated via a plunger on the platform in the Up Direction - therefore all Up trains MUST stop at Moss Side Station to press the crossing plunger (operated by the guard/conductor).
There is a reflectorised Stop-Board located at the level crossing-end of Moss Side Station located on the right-hand-side of the track with the following legend -   "STOP, PRESS TRS PLUNGER, WAIT FOR WHITE LIGHT AND WHISTLE BEFORE PROCEEDING"
  
Please note that the white light is not displayed on the panel and trains should be signalled "BPS-KM67" Blackpool South-Kirkham or "REV-KM67" (St Annes to Kirkham if a down-train is booked to terminate at St Annes). The Stop Board is shown for illustrative purposes only.
       
Burn Naze Branch       

The Burn Naze branch was the former route to Fleetwood. However passenger services stopped in 1970 and freight trains to the Chemical Works ceased in 1999. The branch was disconnected in 2017 when the Preston to Blackpool North route electrification upgrade started in the area. 
Between 1999 and 2017 it was locked out of use and required special permission to use it (for example it was very rare, but not unknown, for a failed train to be shunted on the Burn Naze Branch just outside the signalbox to clear the line, although this was exceptionally unusual and was a last resort when all other options had failed).

Blackpool North Carriage Sidings, Fuelling Point & Light Maintenance Depot.

The Carriage Sidings at Blackpool North are accessed via Sig.16 and a reversal at Blackpool North Station is required for ECS trains and light locos heading to and from Layton.

The fuelling point is used daily and trains receive light servicing and cleaning overnight. 

The ground frame at the Layton end of BPN sidings is now only used in an emergency. This was formerly controlled from Blackpool North No.1 signalbox which was located opposite and had a direct connection from the Down Main. This box was closed in 2011 and demolished and full control moved to Blackpool North No 2, which is still called No.2 box even though No.1 and No.3 boxes have long since gone (No.3 box was located close to Platform 1).

The Kirkham - Blackpool South line, (South Fylde Line). Controlled by Kirkham North Junction Signalbox,(KM)

The method of working this route is "OT", ONE TRAIN ONLY between Kirkham North Junction KM36 and Blackpool South.
(There are NO signals between Kirkham North Junction and Blackpool South Station in either direction).
Once the South Fylde Line is occupied by a train then the signalling will lock-out the route and NOT allow a route to be set for a second service until the first train has vacated the line.
Note that the route can still be set from KM31(P1)and KM32(P2) to KM36 (Up & Dn Lytham). This is to enable trains to shunt from P1 to P2 when the Up&Dn Lytham is occupied. 

Special operating regulations cover this route due to the close proximity of the flightpath for the main runway at Blackpool Airport. There exists the possibility of a plane either landing short of, or overrunning the end of the main runway which is located close to the Kirkham-Blackpool South line. In these circumstances the Kirkham signaller would deny permission for the train to transit the line past the airport.

The Operating Rules are as follows: 
On arrival at ST ANNES-ON-THE-SEA station in the Down Direction, the conductor/guard, (or driver of an ECS train) MUST request authority from the Kirkham Signaller for permission to continue towards Squires Gate Station, (using the platform telephone). 
Trains of ALL descriptions/Headcodes MUST stop, at St Annes-On-Sea in the down direction.

In the Up Direction the same request for authority must be made approximately 1 minute prior to departing BLACKPOOL SOUTH Station, (set route BPS-KM67). At both St Annes and Blackpool South stations the TRS alert will activate to indicate the request.

Trains scheduled to terminate at St Annes (from Kirkham), must have the route set "R-KM67" to allow the return journey to commence. 
Note - There will be an TRS audible-alert in the up direction at St Annes. (There will NOT be a TRS alert at St Annes for trains which started at BPS).
     
Kirkham Station
     
Note that the Up & Down Slow line, (P2), is fully Bi-directional. If a Kirkham-Blackpool South train is delayed on the Dn Slow, (P1), for whatever reason, then other Down Direction stopping trains can use the Up & Down Slow, (P2).
Non-Stop "Down, (Blackpool-bound)" trains may also be routed via platform 1 or platform 2 due to potential conflicting movements at either Kirkham North or South Junctions.
Signal KM 80 is approach released when set for the Up&Dn Slow, (P2)

Other Notes

As with any simulation there has had to be several minor compromises with the display. The main two differances are the display and operation of the signals and points. 
In real-life these are operated by lever-frames in the signal-boxes along the route. In this simulation they are operated as if the whole route is operated as an "NX" panel. 
Signals between Preston and the eastern approaches to Poulton-le-Fylde station, are almost all colour-light signals. From Poulton-le-Fylde to Blackpool North they are almost all Semaphore Signals with one or two exceptions. 
However the location of all signals is correct, as is the method of working.

Also note that there is no direct line between Blackpool North and Blackpool South stations, all scheduled BPN-BPS and v/v services must reverse at Kirkham & Wesham. 
Geographically, Blackpool South station is located 1.6 miles,(2.6km) due south of Blackpool North station. (The distance by rail via Kirkham is 22 miles.)

The only station where trains are dispatched from on this simulation is Blackpool North. The "Train-Ready-To-Start" alert,(TRS), is operated by the platform dispatcher. (Poulton-le-Fylde, Kirkham and St Annes-on-the-Sea have manned ticket offices but no train-dispatchers).

History and Background

Prior to 1974 Blackpool North station had several more platforms located the other side of platform 1.  These were removed when the station was upgraded.

The town of Blackpool also had a third large station, Blackpool Central. This was closed on the 2nd November 1964. It was located about 200 metres south from the Blackpool Tower and was an extension of the line from Blackpool South. It had fourteen platforms and was considerably more convenient for passengers than Blackpool North as it was closer to the promenade and the hotels!  
There was also a direct line from Blackpool Central to Kirkham. At the Kirkham end the track-bed was converted to what is now the Kirkham Tip Siding and truncated. The rest of the track bed eventually became a link road from the west end of the M55 motorway into central Blackpool and the site of the large and extensive sidings between Blackpool South and Blackpool Central stations were converted into several tourist car-parks many years later.

The area covered by the simulation was upgraded and electrified from the spring of 2018.
The large scale alterations to both the track and the signalling mean that this simulation can only be used by timetables set between 1970 and December 2016.

Platform Capacities - (Total Vehicles, reduce by ONE if loco hauled or TWO if a replacement loco is added for the return journey at BPN)
Note - Over-length trains are permitted at all stations except Blackpool North & South.

Blackpool North (BPN)
P1 - 9   (195 metres)
P2 - 11  (228 metres)
P3 - 11  (233 metres)
P3 - 11  (221 metres)
P4 - 11  (221 metres)
P5 - 10  (218 metres)
P6 - 10  (206 metres)
P7 - 9   (197 metres) (Class 158 Units Prohibited)**
P8 - 9   (188 metres) (Class 158 & 185 Units Prohibited)** 

Layton (LAY)
	Up   - 5
	Down - 7
Poulton-le-Fylde (PFY)
	Up   - 8
	Down - 8
Kirkham (KKM)
	P1 - 9
	P2 - 9
Salwick (SLW)
	Up   - 4
	Down - 4
Moss Side (MOS) - 4
Lytham (LTM) - 5
Ansdell & Fairhaven (AFV) - 4
At Annes (SAS) - 7
Squires Gate (SQU) - 5
Pleasure Beach (BPB) - 5
Blackpool South (BPS) - 4
Down Siding (BPN) - 20
Loco Sidings 1 & 2 (BPN) - 3
Middle Siding (KKM) - 6

Opening Picture
---------------
The opening picture shows Blackpool North station with a variety of Northern DMUs in view.

The town's most famous landmark, Blackpool Tower, is in the background. Standing at 518ft (158 metres) tall, it was opened in 1894 and can be seen by train passengers approaching both Blackpool termini shortly after leaving Kirkham.

Thanks to Gareth David of RailwayWorld.net for permission to use this photo.

(February 2021)


       